Switch-throwing device.



Patented Apr. 7, 1914 2 SHEETS-SHEET 1.

G. E. LONG. SWITCH THRQWING DEVICE. APPLICATION FILED DEO.17, 1912.

U Amovc l COLUMBIA PLANOGRAPH COUWASHINOTONI-D c.

G. E. LONG.

SWITQH THROWING DEVICE.

APPLICATION FILED DEO.17, 1912.

Patented Apr. 7, 191 i 2 SQEE'I'S-SHEET 2.

COLUMBIA PLANOORAPH 00.. WASHINGTON, D. c.

CLARENCE E. LONG, OF FORT WAYNE, INDIANA.

SWITCH-THROWING DEVICE.

Specification of Letters Patent.

Patented Apr. *7, 1914.

Application filed December 17, 1912. Serial No. 737,294.

To all whom it may concern:

Be it known that I, CLARENGE E. Lone, a citizen of the United States, residing at Fort Wayne, in the county of Allen and State of Indiana, have invented certain new and useful Improvements in Switch-Throwing Devices, of which the following is a specification.

This invention relates to improvements in switch throwing mechanism of that type which is operated from a car platform; and has for its object to provide a device of this nature, which shall be of extremely simple construction, easy to install, and easy to operate.

The invention also aims to provide novel means for locking the switch rails after they have been thrown.

Another and more specific object of the invention is to provide a trip lever adapted to be actuated by a motorman to engage pivoted levers extending into the flange groove of the rails, said last mentioned levers being operatively connected to the pivoted switch rails so as to properly move the same.

WVith these and other objects in view, as will become more apparent as the description proceeds, the invention consists in certain novel features of construction, combination, and arrangement of parts, as will be hereinafter more fuly described and claimed.

For a complete understanding of my invention, referenceis to be had to the following description and accompanying drawings, in which,

Figure 1 is a side elevation of a car and its foundation, the car being partly broken away to show that portion of my apparatus which is carried thereon, and the foundation being also partly broken away to show the switch levers and easing therefor, Fig. 2 is a detail side elevation of that portion of my apparatus which is secured to the car, Fig. 3 is a detail of a portion of the trip lever and the trip arm, Fig. 1 is a top plan view showing the appearance of a portion of my device as in use, Fig. 5 is a top plan view of the track, showing my invention applied thereto, Figs. 6 and 7 are detail views of certain of the levers and casings therefor, Fig. 8 is a sectional view taken upon the plane of line 88 of Fig. 7 Fig. 9 is a sectional view taken upon the plane of line 99 of Fig. 6, and, Fig. 10 is a fragmentary portion of a rail shown partly in elevation and partly in section.

Referring in detail to the drawings by numerals, l designates a street car having the front and rear platforms 2, which carry a portion of my switch throwing mechanism. As the mechanism carried upon each of the platforms is similar, a description of that carried upon one'platform will suflice to a clear understanding of the invention.

3 designates a foot lever pivotally secured intermediate its ends to the standard 41, which latter is supported upon the platform 2. The forwardend of the lever 3 is pivotally connected to a depending link 5 which extends through a slot in the platform 2 and which is pivotally connected at its lower end adjacent the forward end of a trip lever 6, said trip lever being weighted at its forward end, as indicated at 7. The lever 6 is pivotally supported intermediate its ends by the depending bracket 8 and extends, adjacent its rear end, through a guide comprising the parallel plates 9, depending from opposite sides of a block 10. The rear end of the trip lever 6 is bifurcated, as shown in Fig. 3, and has pivotally secured between the forks of said bifurcation, a trip arm 11, the forward swing of which is lim ited by the lug 12 formed integral with the lever 6. A spiral spring 13 is connected at one end to the trip arm and at its other end to the trip lever and tends to normally hold the trip arm in its forward position against the lug 12.

Two sets of mechanism similar to that just described, are carried upon each platform of the car and may be operated by downward pressure upon the foot levers 3 so as to cause the trip arms 11 to project within the flange grooves 1 1 of the rails 15 and 16. A channel bar casing 17, clearly shown in Fig. 5, extends transversely between the rails 15 and 16 and is supported upon a tie or other suitable foundation. The casing 17 communicates by a slot 19, with a longitudinally extending casing 20, said latter casing being in communication at its other end with the transverse casing 21, which is essentially similar to the casing 17 and is supported in a like manner. As shown in Fig. 9, the botworking parts of the switch from injury and also provide means whereby the same may be conveniently lubricated. Levers 25 and 26 are pivoted intermediate their ends Within the casing upon the bolts 27, said bolts extending through the tie 18 and bottom of the casing, as clearly shown in Fig. 9. The out-er ends of these levers are rounded, as at 28, and project through slots 29 formed in the rails 15 and 16. These slots open upon the inner sides of the rails and form recesses in the bottoms of the flange grooves 14:, as clearly shown in Fig. 10, and extend somewhat under the rail tread, as indicated at 30 in Fig. 1. Collars 31, shown in Fig. 9, space the levers 25 and 26 above the bottom of the casing 17 The inner end of the lever 2-5 is slotted to receive a stud 32 carried upon the enlarged end of a connecting rod 33. The stud 32 also projects through an opening formed in one end of a pivoted link 34, the other end of the link carrying an upwardly projecting stud 35 for reception in a longitudinal slot formed in the link 26.

The connecting rod 33 extends through a slot 36 formed in the inner wall of the casing 21 and is pivotally connected to a bellcrank lever 37, said lever being pivoted upon the bolt 38. The free arm of the lever is longitudinally slotted to receive a stud 39 formed upon a transverse bar 40, which is connected at its ends to the pivoted switch rails 41 and 42, respectively.

The foregoing description, taken in connection with the accompanying drawings, will suflice for a clear understanding of my improved switch throwing mechanism, the operation of which is as follows :When a motorman desires to throw the switch rails to the position indicated in Fig. 5, he presses downwardly upon that foot lever 3 which is upon the right side of the platform, thus causing the trip arm 11 to project within the flange groove 14 formed in the rail 16. As the car moves forward, the arm 11 descends into the slot 29, engages the curved end of the lever 26, and carries the same forwardly. The forward movement of the free end of the lever 26 causes the connecting rod 33. to actuate the bell-crank 37 in such a manner as to shift bar 10 transversely of the track away from therail 16. The bar 40 carries with it the switch rails 41 and 42 and sets the switch, as shown in Fig.5. When the lever 26 reaches the limit of its forward movement, the pressure upon the arm 11 becomes great enough to swing the arm rearwardly against the tension of the spring 13 and thus the arm may ride over the lever 26, or the lever may be made short enough to swing out of the path of said arm so as to allow the same to pass without raising. When the motorman moves his foot from engagement wit-h the lever 3, the weight 7 will raise the rear end of the trip lever; the block 10 limiting the movement of said rear end in an upwardly direction. It will be seen that the wheels are supported upon the treads of the rails and therefore do not descend into the slots 29, in the engagement with the levers 26 and 27 If the motorman had desired to turn in the other direction he would have pressed downwardly upon that lever 3 which is upon the left hand side of the platform, causing the link 25 to be actuated. The outer ends of the levers 26 and 27 are preferably hardened so as to Wear as little as possible. To lock the switch rails I magnetize those portions of the rails 15 and 16, which are adjacent the free ends of the switch rails at the places indicated by the numeral 43.

It is to be understood that while I have shown and described the preferred embodiment of my invention, 1 do not wish to be limited to this exact construction, combination and arrangement of parts, but may make such changes as will fall within the spirit and scope of the invention.

Having thus described my invention, what I claim is 1. In apparatus of the character described, the combination with track rails and pivoted switch rails, of casings extending transversely between said track rails, levers pivoted intermediate their ends within one of said casings and projecting through slots into the flange grooves of the rails said slots forming recesses in the bottoms of the flange grooves, a link pivoted intermediate its ends and connecting the inner ends of said levers, a connecting rod pivotally connected to said link at one end, a bell-crank pivotally connected to the other end of said rod, the bell-crank being pivoted within the other casing, a transverse bar slidable within said second mentioned casing to move the switch rails, and means carried upon the car to actuate said levers. V

2. In a device of the character described, the combination with track rails and pivoted switch rails, of casings provided with recesses upon adjacent sides, levers pivoted intermediate their ends within one of said casings, the inner terminals of said levers casing disposed between said transverse casjacent terminals of one of said levers and ings, the open ends of said casings commumsaid link. 10 eating with said recesses in said first men- In testimony whereof I aifix my signature tioned casing, a bar connecting said switch in presence of two witnesses.

rails and mounted within the other of said CLARENCE E. LONG. transverse casings, and means mounted Witnesses:

within said longitudinal casin engaging the LA VoNiA C. WILLIAMS,

bar connecting said switch rai s and the ad- ANNA M. JORDAN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0. 

